EP0026406A1 - Drive control for an elevator - Google Patents

Abstract

A drive control for transportation systems, especially elevators or the like, improves the stopping accuracy of the elevator cabin at a storey or floor of the building. A reference value transmitter operated by a digital computer produces step-like successive travel curves and displacement path-reference values operatively associated with such travel curves and feedable to a regulation circuit. Connected with the reference value transmitter is a stop initiation device, which during initiating the stop or halting of the elevator, forms from a possible target path produced by the reference value transmitter and a target path corresponding to a target storey a target error. This target error is infed to a stop correction device connected with the reference value transmitter and the stop initiation device, which while utilizing the target error modifies by interpolation the travel curve which is to be produced by the reference value transmitter in a manner such that there is available for regulation an optimum travel curve to the target storey. An arrival correction device which further improves the halt or stop accuracy of the elevator, forms from the elevator cabin site determined at a cabin displacement path counter and the storey site of the target storey a difference which, for the purpose of further correction of the displacement path-reference value, is infed to the stop correction device. This drive control, apart from being used with elevator systems, for instance also can be employed for track-bound horizontal systems.

Description

The invention relates to a drive control for an elevator, with a control loop which consists of a speed control loop, a position control loop, at least one pulse generator assigned to an actual value transmitter of the position control loop and at least one D / A converter, a setpoint generator generating a family of driving curves being provided has a control memory which contains at least permissible jerk values and limit values of the acceleration and which is connected to three summation stages which generate the acceleration, the speed and the path by means of continuous numerical integration, the output variable of the last summation stage being fed to the control circuit as a setpoint value and a stop initiation device, which interacts with the control store and a storey store, and which generates a stop initiation signal, is provided for determining the brake application point.

With the German patent 1 302 194 is one of the like drive control become known. Here he. This is followed by the determination of the brake application point and thus the possible stopping point by constant calculation during the acceleration phase using a digital computer. The calculation is based on the consideration of the geometric relationships of the respective current speed driving curve. In this case, corresponding to the setpoint travel curve of the surface is in the speed-time _- converted into a trapezoidal area chart, the first boundary line coincides with the speed axis and the second boundary line extending parallel thereto. The intersection of the second line with the driving curve is the braking point. The length of the first boundary line corresponds to an initial speed v _ho , while the inclination of a third, upper boundary line corresponds to an acceleration bh. From these, stored in a control unit 'values in a first integrator, the speed and formed in a downstream second integrator a possible _H alteweg shalt. In a comparison means of this route is set with a target in a position sensor, a floor for which a call corresponding Zielweg s _destination is stored compared. At s = s _{stop target,} the comparison means generates a _S i-gnal which causes the control unit to initiate delivery by limiting values for jerk and delay at three more cascaded integrators for the delay. The target generated in the third integrator away s _to a position control circuit is supplied. A counter, which counts the pulses of a pulse generator driven by the drive machine, forms the actual path s _ist , which is also fed to the position control loop.

With this drive control, it is possible that due to the stepwise generation of the driving curves, the stopping distance s _stop or the _target path s _{target should} not coincide with the _target path s _target , so that inaccuracies in stopping can result. Furthermore, the deviation between the actual cabin path and the actual path determined by the pulse generator and counter caused by rope slip and stretch cannot be recorded, so that depending on the path length and weight, more or less considerable inaccuracies can result from this. The method used in this drive control of constantly calculating the possible stopping distance for the purpose of determining the braking application point requires considerable computing work and therefore corresponding computing capacity, which can have an unfavorable cost effect. The use of a second D / A converter, which is required due to the introduction of the speed setpoint in analog form in the speed control loop, results in additional increases in price.

The invention has for its object to propose an improved drive control for elevators compared to the above, wherein by the in the claims Chen marked invention, the object is achieved in drive controllers working in particular with digital computers to generate an optimal target travel curve, to realize the more precise detection of the cabin path, to reduce the computer work to a minimum and to additionally stabilize the control loop.

The advantages achieved with the invention are essentially to be seen in the fact that the optimal target driving curve generated by the proposed driving curve interpolation ensures great stopping accuracy with minimal time deviations without impairing driving comfort, the use of an inexpensive setpoint generator having a relatively coarse resolution capability being possible is. Furthermore, the more precise detection of stopping errors and their compensation by the proposed correction devices contributes to improving the stopping accuracy. It is a further advantage that the pulse generator 12 of the position control loop actual value transmitter IWG2 is driven directly by the speed limiter, since the exact cabin location can be formed independently of the extension of the suspension cables by load or vibrations. Furthermore, there are economic advantages from using only one D / A converter.

• Fig. 1 ein Blockschaltbild der erfindungsgemässen Antriebssteuerung,
• Fig. 2 ein Diagramm der Soll- und Istgeschwindigkeit und des daraus resultierenden Wegfehlers As,
• Fig. 3 ein Diagramm einiger von einem Sollwertgeber erzeugbaren Geschwindigkeitsfahrkurven und
• Fig. 4 ein Diagramm einer von einer Sollfahrkurve abweichenden idealen Fahrkurve, des daraus resultierenden Zielfehlers s _zn und einer durch Interpolation erzeugten optimalen Fahrkurve.

An exemplary embodiment of the invention is illustrated in the accompanying drawing and is explained in more detail below. Show it :

• 1 is a block diagram of the drive control according to the invention,
• 2 is a diagram of the target and actual speed and the resulting path error As,
• 3 shows a diagram of some speed driving curves that can be generated by a setpoint generator
• FIG. 4 shows a diagram of an ideal driving curve deviating from a target driving curve, the resulting target error s _zn and an optimal driving curve generated by interpolation.

In FIG. 1, RK denotes a control circuit, the control path of which consists of a drive machine 1, which drives a lift cage 5 suspended from a conveyor cable 3 via a traction sheave 3 and balanced by a counterweight 4. The control loop RK, which works on the principle of cascade control, consists of a current control loop, to which a controller 6 is assigned. A superimposed speed control loop having a first subtractor 7 for the formation of a control deviation Av is superimposed on the current control loop, which is superimposed on a position control loop with a second subtractor 8 for the formation of a control deviation As. A digital-to-analog converter 9 is arranged at the output of the first subtractor 7.

A first actual value transmitter IWG1 assigned to the speed control loop has a pulse transmitter 10 in the form of a digital tachometer, which is coupled to the shaft of the drive machine 1 and is not described in detail. The pulses generated by the pulse generator 10 are fed to a counter 11, the output of which is connected to the first subtractor 7.

A second actual value transmitter IWG2 assigned to the position control loop has a pulse transmitter 12 similar to the pulse transmitter 10 of the first actual value transmitter IWG1, which generates a pulse, for example, every 0.5 mm of travel. The pulse generator 12 is preferably driven by the elevator car 5 via a speed limiter 13 and is connected to a car path counter 14 which has a voltage source-15 which is independent of the network and which has the effect that the determined car path is retained in the event of a power failure. The cabin travel counter 14 is connected via a copier 16 to a further subtractor 17, the inputs of which are connected to a start location memory SLS1 and the output of which is connected to the subtractor 8 of the position control loop.

The start location memory SLS1 in the form of a read-write memory and the copier 16 in the form of a data buffer are connected via a data bus to a microprocessor of a microcomputer system which is not further shown and described. The functions of the subtractor 7, 8 and 17 are executed by the computing unit of the microprocessor.

• Bei der Abfahrt der Aufzugskabine 5 von einer Etage wird der dem momentanen Kabinenort ko entsprechende Stand des Kabinenwegzählers 14 als Startort sto im Startortspeicher SLS1 eingeschrieben. Kabinenort ko und Startort sto sind in binärer Form dargestellte Niveauzahlen mit Bezug auf eine bestimmte Basis, beispielsweise den Kabinenfussboden, wenn die Aufzugskabine 5 am unteren Anschlag ist. Während der Fahrt werden die vom Digitaltachometer 12 des zweiten Istwertgebers IWG2 erzeugten Impulse im Kabinenwegzähler 14 summiert und der so ermittelte jeweilige momentane Kabinenort ko über den Kopierer 16 dem Subtrahierer 17 zugeführt, wobei der Datenabruf aus dem Kabinenwegzähler 14 in den Kopierer 16 vom Taktgenerator des Mikroprozessors über eine Impulsuntersetzung gesteuert wird. Im Subtrahierer 17 wird der aus dem Startortspeicher SLS1 abgerufene Startort sto vom momentanen Kabinenort ko abgezogen. Der so ermittelte Kabinenweg wird als Istwert s_ist dem zweiten Subtrahierer 8 zugeführt, dessen weitere Eingangsgrösse der in einem nachstehend näher beschriebenen Sollwertgeber S_WG erzeugte Weg s_soll ist. Die Ausgangsgrösse des zweiten Subtrahierers 8, der Wegfehler As, welcher nahezu die Form des Geschwindigkeits-Sollwertes v_soll aufweist (Fig. 2), wird dem ersten Subtrahierer 7 zugeleitet. Im Zähler 11 werden die vom Digitaltachometer 10 des ersten Istwertgebers IWG1 erzeugten Impulse summiert und unter Berücksichtigung der Zeit der Geschwindigkeits-Istwert v_ist gebildet, welcher dem ersten Subtrahierer 7 zugeführt wird. Die Ausgangsgrösse dieses Subtrahierers, der Geschwindigkeitsfehler Av, gelangt über den Digital-Analogwandler 9 an den Eingang des Reglers 6, dessen weitere Eingangsgrösse der Ankerstrom I_A der Antriebsmaschine 1 ist. Die Ausgangsgrösse des Reglers 6 wirkt auf bekannte, nicht weiter beschriebe Art auf die Antriebsmaschine 1 ein.

The control circuit RK described above works as follows

• When the elevator car 5 leaves a floor, the state of the car path counter 14 corresponding to the current car location is written into the starting location memory SLS1 as the starting location sto. Car location ko and start location sto are level numbers shown in binary form with reference to a specific basis, for example the car floor, when the elevator car 5 is at the lower stop. During the journey, the pulses generated by the digital tachometer 12 of the second actual value transmitter IWG2 are summed in the cabin path counter 14 and the respective current cabin location determined in this way is fed via the copier 16 to the subtractor 17, the data being retrieved from the cabin path counter 14 into the copier 16 by the clock generator of the microprocessor is controlled via a pulse reduction. In the subtractor 17, the starting location sto retrieved from the starting location memory SLS1 is subtracted from the current cabin location ko. The cabin route determined in this way is fed as the actual value s _{ist to} the second subtractor 8, the further input variable of which is the route s _soll generated in a setpoint generator S _W G described in more detail below. The output variable of the second subtractor 8, the path error As, which is almost the shape of the speed setpoint v _should have (Fig. 2) is fed to the first subtractor 7. The pulses generated by the digital tachometer 10 of the first actual value transmitter IWG1 are summed in the counter 11 and, taking into account the time, the actual speed value v _{ist is} formed, which is supplied to the first subtractor 7. The output variable of this subtractor, the speed error Av, reaches the input of the controller 6 via the digital-analog converter 9, the further input variable of which is the armature current I _{A of} the drive machine 1. The output variable of the controller 6 acts on the drive machine 1 in a known, not further described manner.

The setpoint generator SWG consists of a control memory FWS and three, the acceleration s, the speed s, and the path s generating summation stages 18, 19, 20, wherein the acceleration and speed ER 'forming _S ummierstufen 18, 19 each have a recirculation to the control memory FWS. The control memory FWS is a programmable read-only memory, to which a setpoint clock generator controlled by the clock generator of the microprocessor via pulse reduction is assigned and which is connected to the microprocessor via the data bus. In the control memory FWS the permissible jerk values s, as well as limits of acceleration and speed di s _lim ^g ness S _lim stored, which are variable by means of an adjusting device not described in detail. The functions of the summing stages 18, 19, 20 are of the Computing unit of the microprocessor executed.

• Bei einem Startbefehl werden dem Sollwert-Taktgeber des Steuerspeichers FWS vom Taktgenerator des Mikroprozessors über die Impulsuntersetzung Taktsignale zugeführt, womit er zu arbeiten beginnt. Während einer Periode des Taktsignals, im folgenden Sollwerttakt genannt, wird der zugeordnete Ruckwert s aus dem Steuerspeicher FWS abgerufen und der ersten Summierstufe 18 zugeführt. Durch fortgesetzte numerische Integration erfolgt jeweils in der Summierstufe 18 die Ermittlung des Beschleunigungswertes in der folgenden Summierstufe 19 die des Geschwindigkeitswertes § und in der letzten Summierstufe 20 die des Wegwertes s in Form einer Binärzahl, welche dem zweiten Subtrahierer 8 des Regelkreises RK zugeführt wird. Bei Erreichen der Grenzwerte s̈_lim oder ṡ_lim wird der neue entsprechende Ruckwert
  
  abgerufen und der ersten Summierstufe 18 zugeführt. Die mittels des Sollwertgebers SWG erzeugbaren Geschwindigkeits-Fahrkurven erstrecken sich jeweils über eine geradzahlige Anzahl Sollwerttakte (Fig. 3) und weisen daher im Zielbereich einen zwei Sollwerttakte umfassenden Abstand auf, d.h. sie werden in stufenförmiger Reihenfolge erzeugt. Jeder einzelnen möglichen Fahrkurve ist ein Geschwindigkeits-Grenzwert ṡ_lim zugeordnet bis zu welchem der Stopp eingeleitet sein muss, damit die entsprechende Fahrkurve zur Grundlage der Regelung bestimmt werden kann.

The setpoint generator SWG described above works as follows:

• With a start command, the setpoint clock of the control memory FWS is supplied with clock signals from the clock generator of the microprocessor via the pulse reduction, with which it begins to work. During a period of the clock signal, hereinafter referred to as the target value clock, the assigned jerk value s is called up from the control memory FWS and fed to the first summing stage 18. Through continued numerical integration, the acceleration value is determined in the summing stage 18 in the following summing stage 19 that of the speed value § and in the last summing stage 20 that of the path value s in the form of a binary number, which is fed to the second subtractor 8 of the control circuit RK. When the limit values s̈ _lim or ṡ _{lim are reached} , the new corresponding jerk value becomes
  
  called and fed to the first summing stage 18. The speed-driving curves that can be generated by the setpoint generator SWG each extend over an even number of setpoint cycles (FIG. 3) and therefore have a distance comprising two setpoint cycles in the target area, ie they are generated in a step-like sequence. Each individual possible driving curve is assigned a speed limit ṡ _lim up to which the stop must be initiated, so that the corresponding driving curve can be determined on the basis of the control.

=0 abgerufen. Bei Eintreffen eines Stoppbefehls während des Sollwerttaktes 5 und Erreichen des Geschwindigkeits-Grenzwertes ṡ_lim=42 der 16 Sollwerttakte umfassenden Fahrkurve A werden die Ruckwerte

=-4 abgerufen. Trifft der Stoppbefehl erst während des Sollwerttaktes 6 ein, so wird bei Erreichen des Geschwindigkeits-Grenzwertes ṡ_lim=54 der nachfolgenden, 18 Sollwerttakte umfassenden Fahrkurve B, der neue Ruckwert

=-4 abgerufen.

For example, according to FIG. 3 and the table below, the jerk values s = + 4 during setpoint cycles 1, 2 and 3 and the jerk values after reaching the acceleration limit value s̈ _lim = 12

= 0 retrieved. When a stop command arrives during setpoint cycle 5 and the speed limit value ṡ _lim = 42 of the drive curve A comprising 16 setpoint cycles, the jerk values become

= -4 retrieved. If the stop command does not arrive until the setpoint cycle 6, the new jerk value becomes when the speed limit value ṡ _lim = 54 of the following, 18 setpoint cycles B, the new jerk value

= -4 retrieved.

The figures for jerk, acceleration, speed and distance listed in the table above are in the form of _B inärzahlen stored ratios, so they do not correspond with the actual values of the physical quantity concerned.

A command control KS, which is not described any further and gives start and stop commands, is connected to the setpoint generator SWG and a storey location memory SLS2. The storey location memory SLS2 is a buffered, alterable memory in the form of a random access memory which has a voltage source 21 which is independent of the network and has logic for incrementing and decrementing the floor numbers and which is connected to the microprocessor via the data bus. In Etagenortspeicher SLS2 are the floor numbers assigned en Floor places eo in the form of _B stored inärzahlen, which also refer to the above defined base. The floor locations eo are entered in the case of an automatically initiated learning trip (not described in more detail) before the elevator is started up for the first time, as well as in the event of data loss of the SLS2 floor location memory.

A stop initiation device STE connected to the setpoint generator SWG and the store location memory SLS2 comprises a destination route memory SLS3, a destination route summer 22, an adder 23, a first and a second subtractor 24, 25 and a comparator 26. The destination route memory SLS3 is a via the data bus with the Microprocessor-connected read / write memory. The functions of the target path step summer 22, the adder 23, the subtractors 24, 25 and the comparator 26 are carried out by the computing unit of the microprocessor. The target path steps Δs _n = s _n -s _n-1 stored in the target path memory SLS3 are the differences between two neighboring target paths associated with the respective speed-driving curves (FIG. 3).

• Nach Eingabe eines Startbefehls werden bei jedem Sollwerttakt n die zugeordneten Zielwegschritte Δs_n aus dem Zielwegschrittspeicher SLS3 abgerufen und dem Zielwegschrittsummierer 22 zugeführt, wobei in diesem durch Akkumulation der Zielweg s_n gebildet wird. So wird beispielsweise durch Hinzufügen des dem Sollwerttakt 6 zugeordneten Ziel- 'wegschrittes As6 zum Zielweg s₅-der Zielweg s₆ erzeugt (Fig. 3). Während eines Sollwerttaktes n wird vorerst im Addierer 23 zum Zielweg s_n der aus dem Startortspeicher SLS1 abgerufene Startort sto addiert und so der mögliche Zielort zo errechnet. Im Etagenortspeicher SLS2 wird durch Inkrementieren bei Aufwärtsfahrt oder Dekrementieren bei Abwärtsfahrt der dem möglichen Zielort zo nächstgelegene Etagenort eo ermittelt. Die entsprechende Etagennummer en wird der Kommandosteuerung KS zugeführt, in welcher ein Vergleich mit den gespeicherten Rufen stattfindet. Ist für diese Etage ein Ruf vorhanden, so wird der entsprechende Etagenort eo als Zieletagenort zo' aus dem Etagenortspeicher SLS2 abgerufen und dem Subtrahierer 24 zugeleitet. Im Subtrahierer 24 wird der im Addierer 23 gebildete mögliche Zielort zo vom Zieletagenort zo' abge- _zog_en und _so der _Zielfehler s_zn=s_x-s_n gebildet, wobei s _x die Differenz zwischen Zieletagenort zo' und Startort sto ist und dem einer idealen Fahrkurve D (Fig. 4) zugeordneten Weg entspricht. Der Zielfehler s _zn wird dem Subtrahierer 25 zugeführt, in welchem unter Hinzufügen des Zielwegschrittes Δs_n+1 des nächsten Sollwerttaktes n+1 die Differenz s_zn-Δs_n+1 ermittelt wird. Ergibt die anschliessende Auswertung im Komparator 26 das Ergebnis s_zn-Δs_n+1≦0, so wird durch Abgabe eines Stoppsignals an den Steuerspeicher FWS der Stopp eingeleitet. Laufen die vorstehend beschriebenen Vorgänge beispielsweise während des Sollwerttaktes 6 ab, so wird aufgrund des Stoppsignals nach Erreichen des diesem Sollwerttakt zugeordneten Geschwindigkeitsgrenzwertes ṡ_lim=54 während des darauffolgenden Sollwerttaktes 7 der neue Ruckwert s=-4 abgerufen und die der weiteren Regelung dienende Fahrkurve B erzeugt (vorstehende Tabelle und Fig. 3).

The stop initiation device STE described above operates as follows

• After a start command has been entered, the assigned target path steps Δs _{n are called up} from the target path step memory SLS3 and sent to the target path step summer 22 for each setpoint cycle clock _n , the target path s _{n being} formed in this by accumulation. For example, by adding the target 'path step As6 associated with the setpoint cycle 6 to the target path s ₅ , the target path s _{6 is} generated (FIG. 3). During a setpoint clock cycle _n, the starting location sto retrieved from the starting location memory SLS1 is initially added to the destination path s _n in the adder 23 and the possible destination zo is thus calculated. The storey location memory SLS2 is used to determine the storey location closest to the possible destination zo by incrementing when traveling upwards or decrementing when traveling downward. The corresponding floor number en is supplied to the command control KS, in which a comparison with the stored calls takes place. If there is a call for this floor, then the corresponding floor location eo is retrieved as the destination floor location zo 'from the floor location memory SLS2 and is fed to the subtractor 24. In subtracter 24, the possible destination formed in the adder 23 is zo from Zieletagenort zo 'off _zo g _en, and _so the _{target fault} s _zn = s _{x n} -s formed, where s _x the difference between Zieletagenort zo' starting point and shock and the corresponds to an ideal driving curve D (FIG. 4). The target error s _zn is fed to the subtractor 25, in which the difference s _zn -Δs _{n + 1 is} determined by adding the target path step Δs _{n + 1 of} the next setpoint _clock cycle _{n + 1} . If the subsequent evaluation in the comparator 26 yields the result s _zn -Δs _{n + 1} ≦ 0, the stop is initiated by emitting a stop signal to the control memory FWS. If the above-described processes take place, for example, during the setpoint cycle 6, the new jerk value s = -4 is called up on the basis of the stop signal after the speed limit value ṡ _lim = 54 assigned to this setpoint cycle has been reached, and the driving curve B used for further control is generated (table above and Fig. 3).

The processes described above are repeated during each setpoint cycle. However, if the potential destination zo and the Zieletagenort zo 'so far apart that the difference s _zn -Δs _{n + 1>} 0, then is output from the comparator 26 no stop signal and the setpoint generator SWG may, for example, up to Nenngeschwindi ^g velocity v _Max generate rising curve C of the elevator (FIG. 3).

A stop correction device STK, which is connected both to the setpoint generator SWG and to the stop initiation device STE, has the task of modifying the driving curve to be generated by the setpoint generator SWG by interpolation in such a way that an optimum driving curve is available on the target floor for the control. The stop correction device STK consists of a target error memory SLS4, a residual error memory SLS5, a target error comparator 27 and a correction time determiner 28. The memories SLS4, SLS5 are read-write memories which are connected to the microprocessor via the data bus, the functions of the target error comparator 27 and the correction time determiner 28 are executed in the processor of the processor.

• Es sei angenommen, dass bei der Stoppeinleitung die Fahrkurve A ausgewählt wurde (Fig. 3, 4). Bei Erreichen der durch die Beschleunigung s=0 gegebenen Spitzengeschwindigkeit vA=ṡ=60 des Sollwerttaktes 8 wird der sich aus der Differenz des Weges s_n der Fahrkurve A und des Weges s_x der idealen Fahrkurve D ergebende Zielfehler s_zn in ein flächengleiches Rechteck umgewandelt. Das geschieht in der Weise, dass der Sollwertgeber SWG vorerst aussetzt (Tabelle und Punkt I Fig. 4). Sodann wird während der Dauer Δt eines Sollwerttaktes ein Wegwert v_A·Δt (Rechteck v_A·Δt, Fig. 4) gebildet und im Zielfehlerkomparator 27 mit dem im Zielfehlerspeicher SLS4 gespeicherten Zielfehler s_zn verglichen. Bei s_zn≧_A·Δt wird im Zielfehler- komparator 27 ein erstes Startsignal erzeugt, mittels welchem nochmals die dem Sollwerttakt 8 zugeordnete Spitzengeschwindigkeit v_A=60 aus dem Steuerspeicher FWS abgerufen wird (Punkt II Fig. 4). Gleichzeitig wird der im _Zielfehlerspeicher SLS4 gespeicherte Zielfehler s _zn um den Wegwert v_A·Δt verringert. Bei einem erneuten Vergleich im Zielfehlerkomparator 27 sei angenommen, dass der im Zielfehlerspeicher SLS4 verbliebene Restzielfehler s_ZR kleiner als der Wegwert v_A·Δt ist. In diesem Fall wird der Restzielfehler s_ZR dem Restfehlerspeicher SLS5 zugeführt und im Korrekturzeitermittler 28 unter Berücksichtigung der Daten v_A, s_ZR und der Zeitdauer 6t einer Periode des Taktsignals des Taktgenerators eine Korrekturzeit At_i ermittelt. Zu diesem Zweck wird die Spitzengeschwindigkeit v_A durch die Perioden δt des Taktsignals so oft abgerufen, bis der Restzielfehler s_ZR (Rechteck v_A·At_i, Fig. 4) erreicht ist. Nach der Ermittlung der Korrekturzeit Δt_i=n·δt=s_ZR:v_A wird der Restzielfehler s_ZR der letzten, den Weg s erzeugenden Summierstufe 20 des Sollwertgebers SWG zugeführt und vom Korrekturzeitermittler 28 ein zweites Startsignal erzeugt, worauf der Sollwert-Taktgeber des Steuerspeichers FWS wieder zu arbeiten beginnt (Punkt III Fig. 4). Nach einer Unterbrechungszeit von At+At_i erzeugt daher der Sollwertgeber SWG beginnend mit dem Sollwerttakt 9 den abfallenden Teil der optimalen Fahrkurve E, welcher dem abfallenden Teil der Fahrkurve A entspricht _(Fig_{. 4)}, wobei der erzeugte _Weg s_soll im Zielbereich mit dem der idealen Fahrkurve D zugeordneten Weg S genau übereinstimmt.

The stop correction device STK described above works as follows:

• It is assumed that the driving curve A was selected at the initiation of the stop (FIGS. 3, 4). When the peak speed vA = ṡ = 60 given by the acceleration s = 0 of the setpoint cycle 8 is reached, the target error s _zn resulting from the difference between the path s _{n of} the driving curve A and the path s _{x of} the ideal driving curve D is _converted into a rectangle of equal area . This is done in such a way that the setpoint generator SWG temporarily stops (Table and point I Fig. 4). A path value v _A · Δt (rectangle v _A · Δt, FIG. 4) is then formed during the duration Δt of a setpoint cycle and compared in the target error comparator 27 with the target error s _zn stored in the target error _{memory SLS4} . At s _zn ≧ _A · Δt, a first start signal is generated in the target error comparator 27, by means of which the top speed v _A = 60 assigned to the setpoint cycle 8 is called up again from the control memory FWS (point II FIG. 4). At the same time stored in the _Z ielfehlerspeicher SLS4 target error s _zn reduced by the disposable v _A · At. When comparing again in the target error comparator 27, it is assumed that the residual target error s _ZR remaining in the target error memory SLS4 is smaller than the path value v _A · Δt. In this case, the residual target error s _{ZR is} fed to the residual error memory SLS5 and a correction time At _{i is} determined in the correction time determiner 28, taking into account the data v _A , s _ZR and the period 6t of a period of the clock signal of the clock generator. For this purpose, the peak speed v _{A is called up} through the periods δt of the clock signal until the residual target error s _ZR (rectangle v _A · At _i , FIG. 4) is reached. After determining the correction time Δt _i = n · δt = s _ZR : v _A , the residual target error s _ZR is fed to the last summing stage 20 generating the path s of the setpoint generator SWG and a second start signal is generated by the correction time determiner 28, whereupon the setpoint clock generator Control memory FWS begins to work again (point III Fig. 4). After a break therefore At + At _i, the target value generator SWG generated starting with the setpoint clock 9 shows the sloping portion of the optimum travel curve E which corresponds to the decreasing part of the travel curve A _{(fi g. 4),} the _heat generated eg s _to the target area to which the ideal driving curve D assigned path S corresponds exactly.

EK with a Einfahrkorrektureinrichtung is designated, which has the task of correcting the set-point value s _to infahrphase during the _E from the deviation between the _E tagenort to minimize eo and the cabin location ko resulting stop error. This deviation can arise, for example, from the slip-inscribed registration of the floor locations eo and from building changes due to shrinkage and expansion. The Einfahrkorrektureinrichtung EK consists of an electrode disposed on the elevator car 5 switching device 29, examples' game, a magnetic switch, which cooperates with fixed in the elevator shaft 30 lugs 31, from a _E infahrspeicher SLS6, an adder 32 and a subtractor 33. The Einfahrspeicher SLS6 with the cabin travel counter 14 of the second actual value transmitter IWG2, the switching device 29 and the adder 32. The subtractor 33 is connected to the adder 32, the storey location memory SLS2 and the residual error memory SLS5 of the stop correction device STK. The drive-in memory SLS6 is a data buffer which is connected to the microprocessor via the data bus, the microprocessor performs the functions of adder 32 and subtractor 33.

• Kurz vor Einfahrt in eine Zieletage erzeugt der Magnetschalter 29 einen Impuls, wodurch der momentane Kabinenort ko in den Einfahrspeicher SLS6 eingeschrieben und dem Addierer 32 zugeführt wird. Im Addierer 32 wird zum momentanen Kabinenort ko ein einem konstanten Einfahrweg entsprechender Betrag kb hinzugefügt. Aus der so gebildeten Summe und dem dem Zieletagenort zo' entsprechenden, aus dem Etagenortspeicher SLS2 abgerufenen Etagenort eo, wird im Subtrahierer 33 eine Differenz erzeugt, die dem Restfehlerspeicher SLS5 zugeführt und aus diesem in den Sollwertgeber S_WG zwecks Korrektur des We^g-Sollwertes s_soll abgerufen wird.

The run-in correction device EK described above works as follows:

• Shortly before entering a destination floor, the magnetic switch 29 generates a pulse, as a result of which the current cabin location ko is written into the entry memory SLS6 and fed to the adder 32. In the adder 32 an amount kb corresponding to a constant entry path is added to the current cabin location ko. Eo from the sum thus formed and the Zieletagenort zo 'corresponding retrieved from the Etagenortspeicher SLS2 Etagenort is generated in the subtracter 33 a difference which is supplied to the residual error memory SLS5 and ^g- therefrom into the setpoint generator S _W G for correction of the We setpoint s _{is to be} retrieved.

A counter correction device ZK has the task of further improving the stopping accuracy by resetting the cabin travel counter 14 of the second actual value transmitter IWG2 and deleting the storey location eo stored in the store location memory SLS2 and assigned to the destination floor of a subsequent journey and resetting it according to the corrected counter reading. The counter correction device ZK consists of a subtractor 34 and an adder 35. The inputs of the subtractor stand with the Outputs of the copier 16 and the adder 32 of the entry correction device EK in connection. The inputs of the adder 35 are connected to the storey store SLS2 and the output of the subtractor 34. The output of the adder 35 is connected to an input of the car path counter 14. The functions of subtractor 34 and adder 35 are performed by the microprocessor.

• Bei Ankunft der Aufzugskabine 5 in einer Haupthaltestelle enh wird im Subtrahierer 34 aus dem tatsächlichen, aus dem Kopierer 16 bei Stillstand der Aufzugskabine 5 abgerufenem Zählerstand und dem über den Einfahrspeicher SLS6 gebildeten Zählerstand eine einen Anhaltefehler darstellende Differenz gebildet. Diese Differenz wird dem Addie- 'rer 35 zugeleitet, in welchem unter Hinzufügung des der Haupthaltestelle enh zugeordneten Etagenortes eo der neue Zählerstand gebildet wird. Der neue Zählerstand wird dem Kabinenwegzähler 14 zugeführt, der entsprechend neu gesetzt wird. Nach der anschliessenden Fahrt wird der Etagenort eo der Zieletage entsprechend dem korrigierten Zählerstand über den Einfahrspeicher SLS6 neu gesetzt. Die für die Bestimmung der Haupthaltestelle enh und die Auslösung der Zählerkorrektur, sowie die Einschreibung des neuen Etagenortes eo erforderliche Logik, ist nicht weiter dargestellt und beschrieben.

The counter correction device described above works as follows:

• When the elevator car 5 arrives at a main stop enh, a difference representing a stopping error is formed in the subtractor 34 from the actual meter reading retrieved from the copier 16 when the elevator car 5 is at a standstill and the meter reading formed via the entry memory SLS6. This difference is fed to the adder 35, in which the new meter reading is formed by adding the floor location eo assigned to the main stop enh. The new counter reading is fed to the car path counter 14, which is reset accordingly. After the subsequent journey, the floor location eo of the destination floor is reset according to the corrected counter reading via the entry memory SLS6. The logic required for the determination of the main stop enh and the triggering of the counter correction, as well as the registration of the new floor location eo, is not further shown and described.

To further enhance the optimum travel curve E, it is also possible to perform the correction calculation upon arrival of the stop initiation signal v before reaching the top speed, and part of the data stored in the residual error memory SLS5 residual target error s _ZR in the setpoint ^g the We at every setpoint clock s _to generating summing To give 20.

It is also possible to generate a cabin target location as the output variable of the setpoint generator SWG, so that the cabin actual location occurring at the output of the copier 16 can be fed directly to the subtractor 8 in order to form the path control deviation As. In this case, the start location memory SLS1 and the subtractor 17 of the actual value transmitter IWG2 can be omitted.

It is also possible to use a tachometer which generates the controlled variable in analog form for the actual value transmitter IWG1 of the speed control loop, the D / A converter being arranged at the output of the subtractor 8 of the position control loop. You can also use the pulse generator 10 of the speed control loop at the same time as a pulse generator for the position control loop, so that the pulse generator 12 driven by the elevator car 5 is no longer required.

It is also possible to calculate the destination route steps (As) stored in the destination route memory SLS3, so that the destination route step memory SLS3 can be omitted.

Claims (11)

1. Drive control for an elevator, with a control loop consisting of a speed control loop, a position control loop, at least one pulse generator assigned to an actual value transmitter of the position control loop and at least one D / A converter, wherein a setpoint generator generating a family of driving curves is provided, which has a control memory which contains at least permissible jerk values and limit values of the acceleration and which is connected to three summation stages which generate the acceleration, the speed and the path by means of continuous numerical integration, the output variable of the last summation stage being fed to the control loop as a path setpoint and for the determination of the braking point of application, a stop initiation device which interacts with the control store and a storey store, generating a stop initiation signal is provided, characterized in that the stop initiation device (STE) has a control store (FW S) of the setpoint generator (SWG) controlling stop correction device (STK), which generates an optimal drive curve (E) by interpolating adjacent driving curves, and a setpoint generator (SWG.) Connected to the actual value transmitter (IWG2) of the position control loop and the storey store (SLS2) ) Influencing entry correction device (EK) as well as a counter correction device (ZK) acting both on the actual value transmitter (IWG2) and on the storey store (SLS2) and a current control circuit subordinate to the speed control loop is provided. 2. Drive control according to claim 1, characterized in that the control memory (FWS) of the setpoint generator (SWG) is a programmable read-only memory connected to a microprocessor via a data bus, which is assigned a setpoint clock generator controlled by the clock generator of the microprocessor via a pulse reduction, wherein the stored limit values for jerk, acceleration and stored limit values for speed are assigned to the individual setpoint cycles (n) of the setpoint clock generator and can be called up from the control memory (FWS) when they occur. 3. Drive control according to claim 1, characterized in that the storey location memory (SLS2) is a buffered, alterable memory in the form of a read-write memory with a voltage source (21) which is independent of the network and in which storey locations (eo) corresponding to the storey numbers (s). and the logic for incrementing the floor number (s) when ascending and decrementing them when the elevator car is descending (5) has. 4. Drive control according to one of claims 1 to 3, characterized in that the stop initiation device (STE) one of the differences (Δs _n ) of the paths (s, s _n-1 ) of adjacent driving curves storing target path step memory (SLS3) in the form of a read-write memory The target path steps (Δs _n ) corresponding to the differences can be called up when the setpoint clocks ( _n ) occur and the target path step memory (SLS3) is connected via the data bus to which the target path steps (Δs _n ) accumulate to a target path (s _n ) microprocessor , and the storey location memory (SLS2) determining a closest destination floor location (zo ') also via the data bus with a destination error (s. from the difference between the destination floor location (zo') and the sum (zo) of the start location (sto) and the destination route (sn) _zn ) forming, and from the difference of the same and the target path step (Δs _{n + 1} ) of the next setpoint clock (n + 1) the stop initiation signal at s _zn ≦ Δs _{n + 1} generating microprocessor verb is. 5. Drive control according to claim 1 or 2, characterized in that the stop correction device (STK) has a target error (s) storing the target error memory (SLS4) in the form of a read-write memory, which via the data bus with when the top speed is reached (v _A ) the position determined by the stop initiation signal traveling curve by dividing the target error (s _zn by the tip velocity (v _A) a correction time investigating microprocessor is connected, and that a produced during the remainder target error (s _ZR) storing the residual error memory (SLS5) in the form of a read Read memory is provided, with a part of the residual target error (s _ZR ) from the residual error memory (SLS5) and the values forming the deceleration part of the driving curve being retrievable from the control memory (FWS) for each setpoint cycle. 6. Drive control according to claim 1, characterized in that the pulse generator (12) assigned to the actual value transmitter (IWG2) of the position control loop is drivably connected to the elevator car (5). 7. Drive control according to claim 1 or 6, characterized in that the pulse generator (12) assigned to the actual value transmitter (IWG2) of the position control loop is coupled to a speed limiter (13) driven by the elevator car (5). 8. Drive control according to claim 1, characterized in that an actual value transmitter (IWG1) of the speed control loop a second, from the shaft of the drive machine (1) of the elevator A driven pulse generator (10), the D / A converter (9) being arranged at the output of a subtractor (7) of the speed control loop which forms a control deviation (Av). 9. Drive control according to claim 1, characterized in that the reference variable of the speed control loop is the path control deviation (As) of the position control loop. 10. Drive control according to one of claims 1 to 3, characterized in that the entry correction device (EK) has a switching device (29) which is arranged on the elevator car (5) and is connected via an input module to a entry memory (SLS6) in the form of a data buffer wherein upon occurrence of a short before entering a _Z ieletage generated pulse, the switching device (29) of the determined in a Kabinenwegzähler (14) of the actual value (IWG2) momentary cabin location (ko) in the Einfahrspeicher (SLS6) is writable, and the Einfahrspeicher ( SLS6) is connected via the data bus to the microprocessor which adds the current cabin location (ko) to a constant amount (kb) corresponding to the entry route and from the sum thus formed and the destination floor location (zo ') generates a difference which can be written into the residual error memory (SLS5) . 11. Drive control according to one of claims 1 to 3, characterized in that the counter correction device (ZK) one from the storey location memory (SLS2) via the storey location (eo) of a main stop (enh) leading to a stopping error and the sum leading to the car path counter ( 14) of the position control loop actual value transmitter (IWG2) has a conductive connection, and a further connection leading from the output of a data buffer (16) connected to the cabin path counter (14) via the microprocessor to the output of the drive-in memory (SLS6) and the storey memory (SLS2) is provided the microprocessor forms the stopping error by subtracting the counter reading from the data buffer (16) when the main stop (enh) is at a standstill and the counter reading of the drive-in memory (SLS6) plus the constant amount (kb).

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